River train



C. E. WARREN RIVER TRAIN I Sept. 22, 1936.`

Filed Feb` 23, 1954 2 Sheets-Sheet l sept. 22,' 1936. C. E. WARREN 2,055,569

RIVER TRAIN 4 l'Filed Feb. 23, 1954 2 sheets-sheet 2 Y @cv-f? /7 0 /Cv-' @ff/7 I/l lo n'.

MMM y W" 4MM YPatented Sept. 22, 1936 PA'IENT OFFICE RIVER TRAIN Charles E. Warren, Minneapolis, Minn., assgnor to Contract Carrier Company, a. corporation of Illinois Application February 23, 1934, serial No. 712,546 Y l1 Claim.

. My invention relates to freight carrying vessels and particularly to vessels adapted to be towed by tugboats through shallow waterways.

In hauling of freight on inland waterways up 5 to the present time, river tows have been composed of large and clumsy barges pushed by large and costly boats rigidly hawsered to the rear end of the tow. The barges ordinarily employed present a considerable area above water against which cross winds can blow. Steering is normally done by means of rudders located a considerable distance to the rear of the head end of the tow so that pressure of wind against the tow must be overcome by rudders operating under 15. considerable disadvantage and absorbing considerable power.

The general object of my invention is to provide a new and improved system of transportation for use in inland waterways whereby commodities may be transportedat much lower cost than heretofore, whereby navigation of shallow waterways may be made both Vpossible and commercially profitable, whereby many of the present difficulties in navigating shallow channels are eliminated and whereby the need of -equipment which is exo-rbitantly costly of construction and maintenance is eliminated.

An object of my invention is to provide a Yfreight transportation system comprising a plurality of small vessels flexibly coupled together in a train and adapted to be moved by tugboats. v

Another object is to provide such-a system comprising a train of. vessels with tugboats coupled thereto in a manner whereby Ythe tugboats may.

be manipulated to move and guide the train along a narrow waterway such'as a river or canal and whereby the tugboats may be manipulated to arcuately dispose the train for negotiating curves in a waterway.

40 Another object is to provide a train comprising unit vessels adapted to iioat in nearly submerged position to eliminate pressure from side winds and to utilize the low temperature of the surrounding water to keep the cargo cool.

Yet another object is to provide such a system wherein individual vessels thereof may be uncoupled from the remainder of the train for unloading or loading at intermediate points along the route of the train a manner corresponding to the uncouplingA and sidetraoking of individual cars of a railway freight train.

Still another object is toV provide a unit vessel adapted to be coupled to other similar unit vessels lto form such a train and so constructed that 55. a single imperforate Vshell serves simultaneously as the hull of the vessel and as a receptacle for bulk freight, such as gasoline, oil, grain and other similar commodities.

A further object is to provide such a unit vessel comprising a pair of parallel cylindrical shells 5 rigidly joined together to form a raft-like structure capable of maintaining a substantially xed attitude when afloat.

A yet further object is to provide such a unit vessel having means facilitating passage of mem- 10 bers of the operating personnel from one end to the other of a train of such vessels.

A still further object is to provide such a transportation system of inexpensive, rugged and simple construction and capable of rapid, conven- 15 ient and efficient operation.

These and other objects and advantages of the invention will more fully appear from the following description, made in connection with the accompanying drawings, wherein like reference 20 characters refer to the same or similar parts throughout the various views, and in which:-

Fig. 1 is a general plan view of. one form of my river train; l

Fig. 2 is a view of my river train in curved 25 position as for rounding a bend in a river;

Fig. 3 is a broken top view of a portion of my river train showing one of my unit vessels and adjacent ends of adjoining unit vessels;

Fig. 4 is an end view of one of my Vunit vessels; 30

Fig. 5 is a longitudinal sectional view of adjacent ends of adjoining unit vessels taken along the line 5--5 of Fig. 4 as indicated by the arrows, and

Fig. 6 is an end view of. a modif-led form of my 35 unit vessel.

Referring to the drawings, and particularly to Figs. 3, 4 and 5, the Aunit vessels V, of which a plurality are included in my river train, are each built of a pair of cylindrical tanks or shells I0 40 having convexly arched ends. The pair of tanks l0 are disposed parallel to and against each other in horizontal alignment and joined along their line of tangency by welding, riveting or other A- cover la.

ends to corresponding points on the medial portions of the tanks l il. Horizontally disposed diagonal braces i3 are also attached to the tanks IB as shown in Fig. 3. Y

A bumper plate l@ of arcuate shape extends horizontally across each end of the vessel V to arch outwardly therefrom as shown. Approximately the end quartersof the Abumper plate I4.

lay along the co-nvex ends of the respective tanks l!) and the endmost portions are bent to form ears lapping over the outer sides of the respec Vi tive tanks. The bumper plates are secured to able means.

A walkway l5, consisting of auheavy plate, is

secured to the upper sides of the respective crossbraces Il and l2 and extends the fully length of the vessel V in centered relation tothe width of the Vessel. The top surface of the walkwayl may be roughenedV or provided with a suitable tread if desired.' Y i Each of the tanks l0 is provided with anA open topped dome i6 having a closure member or portion of its edge to the dome'lG by means` of hinges lb and at a diametrically opposite portion by a releasable clamping device i60 wherebythe cover Mia may be clamped down to vclose The cover la is provided with a gasket orother suitable sealingv l' tank l0 and the other being arrangedto relieve a vacuum within the tank lll.

A life line lI8, disposed above each of the 1ongitudinal edges of the walkway l5, is supported at its respectivefends by one of four standards i9 mounted at thecorners of the walkway. The center portions of the life lines i8 are supported by brackets 2B respectivelj7 mounted on the inner sides of the upper portions of the domes I6.

'A hawser cleat 2l is mounted on each end of eachof the cross braces il to facilitate connections betweenthefve'ssel V andtugboats.

n For the purpose of couplinga pluralityof similar vessels V together in end to end relation, suitable coupling means is provided. At each end of eachvessel V, a heavy vertically Adisposed coupling plate 22 having an aperture in its upper portion is secured to the inner side of the center portion of the ,bumperV plate lll with its upper portion projecting above the upper edge of the bumper plate. A chain 23, connected at one of Vits ends to the apertured portion of the coupling plate 22 of one vessel V, extends upwardly and outwardly toward the adjacent endV of a second vessel V and is connected at its upper and outer end to one end of a heavyhelical tension spring 24. The remaining end of the spring 24 is connected by means of an eye bolt 25 to the cross brace H ofthe second vessel V. A similar chain 23 extends upwardly and outwardly from a cou.- pling plate on the second vessel V, crosses the chain 2 3 referred to above and is similarly connected through a spring 2A and an eye bolt 25 tothecross brace Il of the rst vessel V as shown. The arrangement and proportions of the coupling elements described is such that the bumper vplates i4 of a Apair of coupled vessels V are spaced apart only slightly if at all.

With the above described coupling Vscheme the A walkway plate l5 and the sides of the tanks l!) serve jointly as drawbars and the helical tension The cover la is connected at oneV springs 24 serve to cushion jars and reduce stresses.

To form a train of similar vessels V, a plurality of such vessels are coupled together as described above. A tugboat A is connected by means of hawsers attached to hawser cleats 2l of the vessels V to the left or port side of the head end of the train thus formed and a second tugboat B is similarly connected to the right or starboard side of the head end of the train as shown in Figs l and'2. A third tugboat C is connected to thev rear end of the train. the tanks lll by welding, riveting or other suit- Brackets 26 may be mounted on the outer side of each of the domes I6 to support telephone or signal wires or bell cords 2l for communication between the tugboat C at the rear of the train and one .or both of the tugboats A and B at the head end vof the train. separable connectors 21a may be inserted in such wires or cords.

Fig. 6 illustrates a modified form of my unit vessel wherein the construction is identical with that of the form described except that ovalshaped tanks or shells are used. This form is particularly adapted for use in shallow water.

Operation My unit Vessel V is particularly adapted for transportation of liquids which are lighter than water or bulk materials such as grain or the like but obviously may be used for transportation of other types of materials and objects. The dome i6, when the cover Ia is opened,'constitutes a hatchway through which material may be loaded into or removed from the interior of the shell I0. The cover Wa, when closed, seals the dome againsty loss of materials from or entrance of water into the interior of the shell I0. The safety valves Il in the cover Ilia function to limit pressure or vacuum which are created by expansion or contraction of a liquid cargo such as would occur due to changes in the temperature of the liquid'cargo.

When my vessel V is disposed in water and is filled with a cargo of liquid having a specific gravity less than that of water, buoyancy of the combined vessel and cargo is produced due to the dierential between the respective speciiic gravities of the cargo and the water in which the vessel is situated. When the cargo consists, for example, of gasoline, the buoyancy is such that the vessel will oat with a major portion thereof submerged as indicated in Figs. 4 and 5. The depth to which the vessel sinks in the water may, of course, be decreased by reducing the amount of cargo placed in the vessel to a suitable percentage of the total capacity of the vessel. The train of vessels when floating nearly submerged offer extremely little surface above water against which cross-winds may exert a pressure. The effect of wind is also reduced due to the curvature of the exposed surfaces.

Due to the low level at which my unit vessels V oat in the water, all diiiiculty due to lo-W bridge clearances is eliminated.

When repairs are necessary on my unit vessels, the use of a dry-dock or skidways is not necessary as in the case of conventional barges since my unit vessels may be readily beached for repair purposes. Repairing is quite simple since it can be done entirely by means of welding.

When a train of unit vessels is loaded with a liquid cargo and the tanks l0 are not iilled to the top acceleration or decelaration of the train will cause the weight of the liquid to be shifted to the rear or front respectively of each Vessel.

Under these conditions, since the lighter end of one vessel is coupled to the heavier end of the vessel adjacent and the coupling means includes diagonally disposed chains 23, the lightness of one end of the first vessel is cancelled by the heaviness of the adjacent end of the second vessel and hence pitching of the individual vessels of the train is prevented.

In moving a train of unit vessels V, the tugboats A and B at the forward end of the train apply equal amountsof power to tow the train along a straight line. The tub C at the rear of the train may apply a moderate amount of power to assist the tugs A and B.

To produce moderate changes in the direction in which the train is towed the relative amounts of power applied by the tugs A and B may be changed to produce a diierential, the tub at the outer side of the desired curved course applying more power than the tug at the inner side. The necessary dilierential may be produced by respectively increasing and decreasing the power applied by the individual ones of the two tugs. Also, when both tugs normally operate continuously at a iixed fraction of their maximum power, one tug may act as the pilot tug and produce the required power diierential by increasing its power above normal to steer toward the side opposite itself and decreasing its power below normal to steer toward its side of the train. 'I'he tug C at the rear of the train by suitable manipulation of its rudder and power may assist in steering the train or a portion thereof. As a change of course is initiated by the tugboats A and B, the forwardmost ones of the unit vessels are turned into the new course and act as a rudder to guide the following unit vessel into the new course. Each unit vessel, as it turns into the new course, automatically acts temporarily as a rudder to guide the next following unit vessel into the new course.

When a relatively short turn is to be made as in negotiating a relatively sharp curve in a river, the front tugs A and B are manipulated substantially the same as described above. The rear tug C applies a relatively large amount of power to place the train under longitudinal compression and hence buckle or arch the train outwardly as shown in Fig. 2 into a suitably curved course wherein all of the unit vessels track behind the preceding vessel instead of following shorter courses.

When it is desired to uncouple 'and land one or more unit vessels at an intermediate point along the route of my river train, the rear tug may cast off from the main portion of the train to perform such service. In many such cases the main portion of the train may proceed without stopping or delay and the rear tug, after performing the service referred to, may overtake and again be coupled to the rear of the train.

The unit vessels of my river train may operate with very shallow draft and hence may be used in rivers that are very shallow or that have many sand bars. The tugboats used should be designed for more shallow draft than the unit vessels so as to clear obstructions which would be struck by the unit vessels. If sand bars or mud bars are encountered by the unit vessels, the vessels may be dragged or skidded thereover. In particularly serious situations of this kind the train may be split up into small groups of unit vessels or into individual unit vessels if necessary, whereupon such groups or the individual vessels may be skidded over the obstruction one at a time.

My system of transportation is particularly valuable in shiping of gasoline in that the tanks l are nearly completely submerged and hence keep the gasoline therein at substantially the same temperature as the water in which the vessels are oated. Keeping the gasoline cool reduces evaporation of the gasoline and hence minimizes losses. Also, since it is the lighter components of the gasoline that are lost by evaporation, the gasoline arrives at its destination as a higher grade of gasoline than if it were transported by rail Where more of the lighter components would be lost by evaporation.

It is obvious that the tanks or shells from which my unit vessels are constructed may be varied in shape and that numbers thereof other than two may be rigidly joined together to form a unit vessel. It is also obvious that my unit vessels may be connected together side by side in addition to being coupled end to end so as to form trains of various widths to suit various conditions.

It is apparent that I have invented a novel, inexpensive rugged and flexible system of transportation for use in shallow channels wherein great economy in construction, operation and maintenance are effected, whereby the usual diiiiculties attending navigation of shallow channels are minimized and whereby bridge clearance requirements are reduced.

It will, of course, be understood that various changes may be made in the form, details, proportions and arrangement of the parts, without departing from the scope of my invention, which generally stated, co-nsists in a device capable of carrying out the objects above set forth and in the novel parts and combinations of parts disclosed and dened in the appended claim.

What is claimed is:-

In cargo carrying vessels adapted to be coupled together to form a train of such vessels, coupling means for connecting said vessels together in end to end relation to form a train, said coupling means consisting of one coupling link swingably connecting a horizontally centered relatively high point on the end of one vessel to a horizontally centered somewhat lower point on the end of a second vessel and a second coupling link swingably connecting a horizontally centered relatively high point von the end of said second vessel to a horizontally centered somewhat lower point on said first vessel whereby each vessel is laterally swingable relative to adjacent vessels to make said train laterally flexible and each vessel is substantially restrained from tilting of its longitudinal axis.

CHARLES E. WARREN. 

